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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Public Transit and Ride Sharing for Rural, Tribal, and Frontier Agencies: Research into Coordination</title>
      <link>https://trid.trb.org/View/2712233</link>
      <description><![CDATA[Transportation mobility options for residents in rural and low-density areas are often more limited as a result of lower ridership demand and fewer available resources to provide service. In rural, frontier, and tribal areas, demand for transportation service typically comes from populations that are especially reliant on transit options (such as older adults, persons with disabilities, and low-income individuals). Residents in these areas typically must travel longer distances to access education, health services, shopping, and employment; travel on these journeys can be inconvenient through public transit due to low service frequency or availability. Rural transit agencies face challenges in lack of expediency for vehicle procurements as well as recruitment and retention of drivers, while staff members at smaller rural transit agencies and transportation-providing organizations often have several sets of responsibilities and limited availability to dedicate to new service or technology implementations. Shared use mobility (SUM) services have been seen as a means to both fill existing mobility gaps and provide enhanced options for residents to travel in the form of on-demand service, smartphone apps, and other features not previously available in existing transportation programs. Goals for these new services have included travel to specific destination centers, first-and-last-mile connections to fixed-route transit systems, targeted service improvements for specific communities or population groups, and many others. However, SUM companies and technologies do not represent a cure-all solution to rural transportation challenges and need to be implemented strategically to fit rural settings rather than implementing models designed for urban areas. Offering on-demand or immediate-fulfillment service in large, less populated areas is challenging from operations and vehicle scheduling standpoints. While many communities want the convenience that on-demand SUM offers, sustainability of funding and demand for these services remains the largest challenge. The research tasks for this National Cooperative Highway Research Program (NCHRP) 08-130 project focused on gathering information about on-demand SUM services and technologies applied toward rural, tribal, and frontier settings. The project scope included activities to gather examples and perspectives on SUM and rural transportation such as outreach activities with stakeholders at rural transit agencies, cities and municipalities, nonprofit organizations, private industry, technical assistance centers, state departments of transportation (DOTs), and other entities engaged in rural transportation. The results of this project effort were the development of companion resources that can assist such agencies and organizations in planning for SUM service implementations in their own communities.]]></description>
      <pubDate>Sat, 13 Jun 2026 15:31:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712233</guid>
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    <item>
      <title>Child Passenger Safety State of Knowledge: A Literature Review</title>
      <link>https://trid.trb.org/View/2706006</link>
      <description><![CDATA[This systematic literature review presents a synthesis of behavioral safety research on child passenger safety (CPS) published from 2000 to 2022 focused on children up to age 12 and that was conducted in the United States. A stakeholder meeting at the beginning of the project established important issues, gaps in available information, and stakeholder and audience needs. The review provides information about the current state of CPS; the history of CPS recommendations, regulations, and requirements; child restraint system (CRS) types; non-use and misuse of CRSs and their risk factors; and approaches for reducing child fatalities and injuries in motor vehicle crashes (MVC), including education, outreach, State legislation and enforcement, and programs for communities with lower CRS use.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706006</guid>
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    <item>
      <title>Research for the AASHTO Standing Committee on Planning. Task 68. Implications of New 8-Hour Control Strategy Development on Transportation Programs, Policies, and Projects
</title>
      <link>https://trid.trb.org/View/2706279</link>
      <description><![CDATA[This report is designed to support transportation agencies in identifying and evaluating candidate strategies for implementation under the new 8-hour ozone standard. Few studies have been conducted to determine which control strategies are better suited to reducing emissions of ozone precursors over the longer timeframe. This report provides information on tropospheric (ground-level) ozone formation and factors affecting ozone concentrations, the effects of advances in emissions control technology on future emissions rates, and the effectiveness of transportation strategies in reducing motor vehicle emissions and 1-hour and 8-hour ozone concentrations in a typical urban area.]]></description>
      <pubDate>Wed, 27 May 2026 14:52:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706279</guid>
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    <item>
      <title>Travel Time to Methadone Treatment Via Personal Vehicle Vs Public Transit</title>
      <link>https://trid.trb.org/View/2672660</link>
      <description><![CDATA[The requirement for in-person, often daily, attendance at opioid treatment programs (OTPs) makes travel times a barrier to methadone treatment. Research on methadone accessibility has primarily focused on travel via personal vehicle, and there is uncertainty about public transit travel time to methadone treatment. To estimate travel time via personal vehicle vs public transit to methadone treatment in the state of Connecticut. This cross-sectional study included geospatial analysis of median travel time to nearest OTP via personal vehicle and public transit from all census block groups (CBGs). This study took place in the state of Connecticut in 2023. Participants were all CBGs in Connecticut., Exposures: Participants were characterized by racial and ethnic demographics; household income; car ownership; urban, suburban, or rural designations; and per-capita opioid overdose deaths. The primary outcome was the median travel time to nearest OTP by via personal vehicle and public transit. Spatial error models using k-nearest neighbor spatial weight matrices were estimated to assess the associations between sociodemographic characteristics and travel times for each transportation mode (personal vehicle vs public transit) at the CBG level. From the centroids of the 2702 CBGs in Connecticut, the median (IQR) travel time to the closest OTP was 11.0 (7.5-16.3) minutes by personal vehicle and 41.7 (31.0-49.5) minutes via public transit, with 1431 CBGs (53%) lacking access to public transit or having high public transit times (>60 minutes or no trip available). Travel times via public transit increased along the urban-rural gradient and across CBGs with an increasing percentage of non-Hispanic White residents. Median (IQR) travel times to an OTP from the 489 CBGs with the highest per-capita overdose death rates were 8.2 (5.9-11.7) minutes by personal vehicle and 37.6 (27.8-48.5) minutes by public transit, with 166 (34%) lacking public transit access.  The findings of this cross-sectional study of barriers to access to methadone treatment suggest that areas with high overdose death rates, low car ownership, and high public transit travel times should be targets for interventions (e.g., mobile services or greater use of take-home doses for patients) to lower travel-based barriers to methadone. Current federal statutes and regulations governing methadone provision are the greatest barrier, as they directly require often daily transit to opioid treatment clinics. Reducing this barrier requires policy changes.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672660</guid>
    </item>
    <item>
      <title>Electric Vehicle Adoption and Equity: Evaluating the Distributional Effects of EV Incentive Policies in Low-Income Communities</title>
      <link>https://trid.trb.org/View/2698800</link>
      <description><![CDATA[The shift to electric vehicles (EVs) is actively promoted through economic incentives and infrastructure programs aimed at reducing transportation emissions. However, concerns remain about how these policy benefits will be distributed among various socioeconomic groups. This study evaluates the impact of EV incentive policies on adoption rates across U.S. census tracts from 2010 to 2024, focusing on distributional effects.The analysis uses a panel dataset that combines vehicle registrations, socioeconomic indicators, charging infrastructure, and state-level policy variation to estimate the policy's effects through a difference-in-differences framework. It employs event-study models to examine the timing of effects and spatial analysis to assess geographical clustering. Distributional patterns are analyzed using income-based measures of heterogeneity and inequality.The analysis shows that incentive policies are linked to increased EV adoption, and this effect strengthens over time. However, responses differ across income groups, with higher-income areas seeing more growth, which may further widen disparities. Geographic patterns also indicate that adoption is mainly concentrated in regions with better infrastructure and higher initial adoption levels.These findings suggest that incentive policies boost overall adoption, but socioeconomic and spatial factors affect their effectiveness. Combining financial incentives, targeted infrastructure development, and better policy access could lead to more equitable adoption.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698800</guid>
    </item>
    <item>
      <title>Context-sensitive safety policy for highway railway grade crossings: Evidence from fatal crash pattern analysis</title>
      <link>https://trid.trb.org/View/2698786</link>
      <description><![CDATA[Fatal crashes at highway railway grade crossings (HRGC) remain a serious safety concern in the United States, yet many studies examine contributing factors individually and do not distinguish how fatal crash patterns differ between rural and urban settings. This study addresses that gap by identifying crash patterns within fatal crash cases at HRGC and linking them to context-specific safety considerations. Fatal crash data from 2018 to 2023 are analyzed using spatial analysis, eXtreme Gradient Boosting (XGBoost), and association rule mining (ARM). XGBoost is applied to screen variables related to land use classification, while ARM is used to identify frequent co-occurring crash characteristics. A lift-based rule evaluation criterion is employed to maintain informative rules. Results reveal distinct rural and urban crash profiles. Rural fatal crashes are mainly associated with high-speed travel on undivided roadways, straight approaches, pickup trucks, and lack of occupant protection, which are consistent with considerations for systematic upgrades to active warning devices, automatic gates, and nighttime visibility at passive or minimally protected rural crossings. Urban fatal crashes are more often linked to lower speed local streets, dark lighting conditions, level curvature, and complex roadway environments, which are consistent with considerations such as flashing lights, audible warnings, and treatments such as dynamic envelope markings that clarify clearance space and reduce encroachment. These findings show that fatal crash cases at HRGC are characterized by specific combinations of roadway, vehicle, environmental, and human factors, supporting context-specific interpretation of safety conditions. The study demonstrates how integrating ARM into HRGC safety management can inform Toward Zero Deaths (TZD)–oriented policies, support context-specific interpretation of HRGC safety patterns and motivate further investigation within state and federal grade crossing improvement programs.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698786</guid>
    </item>
    <item>
      <title>Refined Bridge Deck Design and Analysis</title>
      <link>https://trid.trb.org/View/2696135</link>
      <description><![CDATA[Since the 1960’s, bridge live loads (design axle loads) and truck volume have been continuously increasing. Truck loads and wheel configurations that bridge decks are designed for according to the AASHTO LRFD Bridge Design Specifications no longer reflect the modern trucks, not mentioning the larger permit vehicles (e.g., P-15) and new vehicle configurations mandated or allowed by federal or state programs such as special hauling vehicles (SHV) and emergency vehicles (EV) in the design. The approximate analysis method in the AASHTO LRFD specification that the current bridge deck design procedure is based on lacks sufficient accuracy and is not permitted by the California Amendments to AASHTO for the design of reinforced concrete decks and overhangs. In this research, an updated LRFD-based bridge deck design procedure was developed based on refined analysis methods that consider modern vehicle configurations, dynamic loads, flexural and shear demands. Fatigue-related issues were comprehensively reviewed for reinforced concrete bridge decks in the existing literature with a proposed framework for future study. A large series of finite element analyses of refined reinforced concrete bridge deck models using simplified Rigid Support Model (RSM) concept was conducted under various loading conditions and different girder spacings. The accuracy of the model was satisfactorily validated by a set of detailed 3D bridge models. These comprehensive refined analysis results were then used to develop streamlined charts and an updated deck design table (so called CA-A4, California Amendments to A4) following the same format as the existing AASHTO A4 design table. The updated design values for the negative moment in the CA-A4 cover the negative moment demands generated by the HL-93, SHV, and P-15 vehicles for girder spacings less than 13 ft. Special consideration is recommended for EV3 vehicle load and for the other special vehicle types for girder spacings greater than 13 ft. The proposed bridge deck design procedure is expected to facilitate Caltrans ensuring the safety and adequate load-carrying capacity of reinforced concrete bridge decks to meet the growing traffic demand.]]></description>
      <pubDate>Mon, 04 May 2026 11:19:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696135</guid>
    </item>
    <item>
      <title>Governance of Multimodal Planning: Examining Transit Corridor Planning Strategies in California</title>
      <link>https://trid.trb.org/View/2696845</link>
      <description><![CDATA[This project will evaluate sub-regional corridor-scale multimodal planning processes in California that aim to improve multi-modal access and mobility for reaching desired destinations (e.g. homes and residences). Research has demonstrated that transit and active transport use can be enhanced through coordinated planning of facilities and services on a corridor and/or travel network basis, especially when also coordinated with land use strategies. With some new and ambitious corridor/mobility-hub planning efforts currently underway in California, now is a good time to evaluate what makes them succeed or fail. Although the potential benefits from such strategies have been shown to be substantial, corridor-plus-station area planning faces considerable challenges, many of which concern the challenges of institutional coordination. Yet scant research has examined governance challenges of multimodal planning in California. This research project will address this neglected yet critical topic through case study analysis of selected current and past sub-regional corridor planning efforts in California. Through public documents analysis and interviews with stakeholders, the project will examine and compare the selected planning processes in relation to: stakeholders involved; goals, objectives, and operational measures established; planning and analytical processes/procedures pursued; stakeholder interests and concerns; policies, programs, and projects adopted and funded for implementing the objectives; and outcomes achieved (including measurable impacts for mode choice, VMT (Vehicle Miles Traveled), and access and mobility to desired destinations by mode). The project will identify best practices and obstacles and pitfalls for effective corridor planning and consider how the state government can support multimodal corridor planning, as these plans support the transformation of the transportation networks they cover by improving access to transportation modes and increasing travel mobility to desired destinations.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:01:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696845</guid>
    </item>
    <item>
      <title>Advancements and Insights in Assessing Cognitive Load During Driving: A Comprehensive Narrative Review</title>
      <link>https://trid.trb.org/View/2672899</link>
      <description><![CDATA[In the context of rapid advancements in the automotive industry and intelligent transportation systems, assessing cognitive load during driving has become a key factor for driving safety and user experience. This paper presents a comprehensive narrative review of theories, methods, and technological advancements in assessing cognitive load during driving. Rather than following a systematic review protocol,the structure of the review is organized around key research questions and critical gaps identified in the current literature. We assess the applicability and performance of major evaluation methods, including physiological indicators, behavioral measures, subjective self-report scales, and data-driven approaches, across various driving scenarios. The review also discusses the integration of multi-source information and propose a conceptual framework for holistic and adaptive cognitive load assessment. Furthermore, it highlights challenges in current practices, such as technical constraints, environmental variability, and individual differences. Special emphasis is placed on the relevance of cognitive load assessment for industrial informatics, particularly in the context of advanced driver assistance systems (ADAS), autonomous driving technologies, and driver training programs. This review aims to provide a structured synthesis of current approaches, offer practical insights for application and system design, and guide future research toward developing more robust, generalizable, and context-aware assessment tools. By analyzing the state of the art, we contribute a timely reference to support both academic development and industrial implementation for next-generation intelligent vehicle systems.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:58:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672899</guid>
    </item>
    <item>
      <title>Understanding internal and external influences on seat belt use in the oil and gas extraction industry</title>
      <link>https://trid.trb.org/View/2681515</link>
      <description><![CDATA[Motor-vehicle crashes (MVCs) are the leading cause of work-related death among U.S. Oil and Gas Extraction (OGE) industry workers. It is possible that seat belt use could have contributed to reducing MVC-related deaths. Although research has identified instances of non-seat belt use in this industry, reasons behind this behavior are not well understood.   A convenience sample of OGE employees participated in interviews (n = 18 workers) and three focus groups (n = 9 supervisors). Instruments incorporated theoretical constructs from the Health Belief Model (HBM) to obtain perceptions and experiences that might impact work-related seat belt use. Worker and supervisor data were qualitatively analyzed and then triangulated to cross-validate findings and ensure data saturation. Themes were deductively aligned with HBM constructs.   Most participants reported always using their seat belts or observing employee seat belt use. Some participants acknowledged circumstances when they or others might not wear a seat belt. Four primary themes emerged: Situational risk and readiness, Company behavioral norms, Belief-based barriers, and Personal safety standards. Within each theme, several codes provided additional insights that aligned with HBM constructs including perceived susceptibility to experiencing an MVC and severity of the outcome; perceived barriers and benefits to using a seatbelt; and cues to action that prompted seat belt use over time. The data suggest that worker knowledge of company programs and associated consequences of non-compliance, including supervisory enforcement, support seat belt use. State laws and technology found in company vehicles such as in-vehicle monitoring systems and phone apps also influence seat belt use. Future research may explore how to integrate these aspects into a driving safety program that serves as a comprehensive cue to action hence, enhancing perceived benefits of seat belt use, correcting misconceptions about barriers, and incorporating strategic messaging, training, and education during onboarding and at times of heighted perceived susceptibility and severity.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:40:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681515</guid>
    </item>
    <item>
      <title>Leveraging Emerging Data for Traffic Safety Analyses</title>
      <link>https://trid.trb.org/View/2685697</link>
      <description><![CDATA[This project will leverage emerging large-scale vehicle trajectory data to help identify high-risk roadway segments. The analysis will focus on leveraging surrogate safety indicators extracted directly from vehicle movement patterns. Key indicators such as abrupt speed changes, harsh acceleration or braking, and irregular motion signatures are used as proxies for operational risk. These indicators will be aggregated at the roadway-segment level and compared with the “traditional” crash data and crash outcomes on the KABCO scale. This is to help proactively and more quickly identify roadway locations that pose a higher potential safety risk based on data from driving behaviors.
Project efforts will address technical workflows for handling high-volume trajectory data, including data preparation, event extraction, spatial segmentation, and identification of behavior-based patterns. This work aims to develop a structured approach for highlighting rural segments with surrogate safety risk indicators of elevated operational risk based on trajectory-derived metrics.
As a case study, the efforts will use a dataset obtained a data aggregator for portions of the state of Nevada. The dataset contains over a billion trajectories recorded from millions of unique trips between June 2024 and June 2025. Each record includes spatial, temporal, and motion-related attributes, offering a high-resolution view of driving behavior on roadways. These data can be obtained within days or weeks compared to traditional crash data which typically takes many months to obtain.
The outputs of this project include the illustration of the exploratory use of large-scale vehicle trajectory data to identify high-risk roadway segments, and the development of a structured approach to highlight road segments with surrogate safety risk indicators of elevated operational risk based on trajectory-derived metric.
This work will highlight how high-resolution telematics data can support early identification of potential safety concerns on road networks. These insights can assist transportation and law enforcement agencies to identify parts of the road network for design and operations review considerations, prioritize law enforcement priorities and practices, allocate resources efficiently, and strengthen data-driven safety management practices. This could also help effect changes in policies, programs, procedures, and practices to improve traffic safety outcomes such as reduce fatalities and injuries.
]]></description>
      <pubDate>Sun, 29 Mar 2026 18:53:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685697</guid>
    </item>
    <item>
      <title>Wisconsin Non-Driver Transportation Behavior Study</title>
      <link>https://trid.trb.org/View/2673049</link>
      <description><![CDATA[This study explores the transportation challenges faced by non-drivers in Wisconsin, a population comprising aging adults, individuals with disabilities, low-income residents, and those without access to vehicles. Non-drivers account for approximately 31% of the state’s population, with rural areas experiencing the greatest mobility barriers due to limited transportation options. The research aimed to understand the transportation needs, behaviors, and challenges of non-drivers and their support networks, termed "non-driver-adjacent" individuals, who often provide rides or other transportation assistance. A statewide survey of 1,268 respondents, including 505 non-drivers and 763 non-driver-adjacent individuals, collected insights into the reasons for not driving, transportation options used, service satisfaction, and unmet needs. Key barriers identified included the cost of vehicle ownership, lack of a driver’s license, disabilities, and inadequate public transit coverage. While family-provided rides were highly rated, public and paratransit services received lower satisfaction due to limited availability and long travel times. The study offers actionable recommendations, such as expanding public transit, enhancing pedestrian infrastructure, introducing affordable ridesharing programs, and leveraging technology for real-time transit tracking. These strategies aim to improve mobility, reduce social isolation, and ensure equitable access to services for non-drivers. The findings provide a foundation for WisDOT as well as other policymakers across the state to develop inclusive, sustainable transportation systems in Wisconsin, as well as other policymakers across the state.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673049</guid>
    </item>
    <item>
      <title>Wildlife crossing hotspot analyses for major highways in Wisconsin, USA</title>
      <link>https://trid.trb.org/View/2673045</link>
      <description><![CDATA[In this report we explore where and how to enhance road safety in Wisconsin through reducing collisions with large wild mammals on state-maintained routes, while also ensuring safe crossing opportunities for wildlife. We identified and prioritized road sections in Wisconsin along state-maintained routes that have a relatively high concentration of collisions involving large wild mammals, mostly with white-tailed deer. We used the large wild mammal crash and carcass data to conduct cost-benefit analyses to identify road sections where the implementation of mitigation measures may be less expensive than doing nothing and letting these types of collisions continue to occur. We also identified 36 species of conservation concern in Wisconsin. The species of conservation concern, as defined for this report, included 4 amphibian species (3 frog species, 1 salamander species), 20 reptile species (3 lizard species, 13 snake species, 4 turtle species), and 12 mammal species (1 insectivore species, 5 rodent species, 1 mustelid species, 1 canid species, 2 felid species, 2 ungulate species). We identified road sections, or counties, where species of conservation concern have been observed. Road sections that would need to be prioritized for reducing collisions with common large mammals (i.e., mostly white-tailed deer) are mostly in the eastern and southeastern parts of Wisconsin. Areas where a relatively high number of species occur that are of conservation concern are predominantly in the southwestern parts of Wisconsin. This illustrates that there would be benefits to having a two-track system of policy, funding mechanisms and implementation programs; one that is rooted in human safety through reducing collisions with large wild mammals that are common, and another that is rooted in biological conservation. We also identified measures for both large wild mammals and small animal species that are aimed at reducing wildlife-vehicle collisions and associated direct road mortality of the animals, and at reducing the barrier effects of roads and traffic to wildlife.]]></description>
      <pubDate>Tue, 03 Mar 2026 17:12:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673045</guid>
    </item>
    <item>
      <title>Spotting Danger: How child and adult pedestrians assess distracted drivers in hazard perception</title>
      <link>https://trid.trb.org/View/2667185</link>
      <description><![CDATA[Child pedestrian casualties in traffic accidents remains high, particularly when they cross the street alone. One contributing factor is their limited ability to identify potential risks. While vehicle motion cues and environmental factors are known to influence hazard perception, a driver’s distracted state may also signal risk. However, it remains unclear whether pedestrians, especially children, can assess danger based on a driver’s distraction. This study aims to investigate the effects of driver distraction on hazard perception of child (6–10 years old) and adult pedestrians. Participants assessed the safety of crossing at a crosswalk based on videos of approaching vehicles with drivers in various states of distraction (undistracted, texting, chatting, etc.). Results from Experiment 1 show that although both children and adults perceived greater danger when drivers were distracted, children were not as sensitive to different driver states as adults. However, when participants were guided to focus more on driver cues by enlarging driver images (Experiment 2), the influence of driver’s distraction on safety assessments increased significantly, particularly for children. This study reveals that even children can perceive potential hazards from driver, which highlights the significant role of driver distraction in pedestrians’ safety judgments and provide valuable insights for designing training programs to enhance children’s hazard perception skills.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667185</guid>
    </item>
    <item>
      <title>Advanced Mobility Innovation Lab (AMIL) and Beyond</title>
      <link>https://trid.trb.org/View/2666833</link>
      <description><![CDATA[As the United States navigates the Fourth Industrial Revolution - defined by the convergence of physical, digital, and biological technologies - STEM (Science, Technology, Engineering, and Mathematics) education has become increasingly vital to preparing students for the future workforce. Transportation, a sector undergoing rapid technological transformation, is deeply intertwined with STEM and plays a critical role in shaping economic development, public safety, and access to essential services. Yet, many K-12 students, particularly in rural areas, lack exposure to high-quality STEM learning opportunities.  The Advanced Mobility Innovation Lab (AMIL) was established through funding from the CR2C2 REE program to address this gap by providing portable, hands-on STEM experiences that fuse transportation technology demonstrations with project-based learning. This project will expand AMIL’s effort in projects R-EWD-1 and R-EWD-2, and increases the reach and impact by partnering with the University of Alabama’s robust K–12 STEM Education Outreach program, creating a collaborative model for multi-university engagement and STEM education. Together, these programs will deliver enriched STEM experiences that emphasize emerging transportation technologies, autonomous systems, and the STEM principles behind their development and operation. The initiative will culminate in two regional events - one in Alabama and one in North Carolina - featuring autonomous vehicle demonstrations and showcasing student learning outcomes.]]></description>
      <pubDate>Wed, 11 Mar 2026 15:46:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666833</guid>
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